Train control.



` 1. w. GRIFFIN' L F. M. MCHUGH.

y TRMN CONTROL. APPLICATION. FILD OCT. 4. 1915.

3 SHEETS-SHEET I A TTOBNEYS Patented Jan. 8,1918.-

1. w. GmFFlNF.. M. MCHUGH.

I TRAIN CONTROL. APPLICATION FILED OCT. 4. |915.

'Pfentea Jan. vs, 1918.

3 SHEETS-SHEET 2- wlmfssfs t INI/mmm" l fin A TORNEYS rn l hun: inns ha.. nvmunm. ummm um4 nv c.

-1. w. GRIFFIN & F. M. MCHUGH. i K

TRAIN CONTHOL APPLICATION FILEU- OCT. 4| |915.

1,253,027. l Patented Jan. 1918.

3 SHEETS-SHEET 3.

"auf

UNITED 'STATES PATENT OFFICE;

.To'snrHWL enum, or New Yonx, n. Y; mm rmcxs m. mannen, .or wnnnawmm, NEW Imm?.

.mnt common To all.,whom tmay concern: l `B e `it known that we, JosnrH `W.. Gmrrin, a citizen of the United States, and a resi- 'dentofthe .city of New. York, boron h' of I 'Manha ttan, `in .the'count end Stateoi New York, yruidFmmcIe `M. oHUGH,.a citizen of-the'United States, anda residentof Wee'- hnwkemin the county of vHudson and State of New Jersey, have invented-a new and .l0 Improved Train Control, offwhich the fol" lowing is a full, clear., end; exact description.` l.The. inyention relates to traincontrols, and anvlobject thereof` is to lpro'vlde a' simple, 1b inexpensive and automatlclcontrivan' controllable froml the railway` signalspand. whereby a" train will be positively revented4 frorn passing a signal when ther-ig t'of way is closed. further object of the inventionV is to plfovidea.'l train control. whereby thetrain an et 'be started until ,the signal lndlcates .a freeway tothe brain., A. `still lfurtherob- .ject of the 'invention' is to provide etrein.

l ,85 theaccom 'anying drawings, Aforming part ofthe app icationgitnlar characters of reierenceindicate.-correepcnding. parte in all theviewa( l.

y Eifgure. lie a vside elevation of the Atrain 49. control t`o` be carried .by the train;

` Fig.. `2 ie a plan viewthereof Flg.` 3'1 s"a.fde elevation of .a steain locomotive'. provided with an embcdiment `of thei u rige-e am 'ene .view fof ,the mcomqefi'e a e art1yf.in' 1s ection, with .the railway si or operating the ,train control carri by thclocomntive;l y y l .I

.l Fig, s a cross section through the lveline y y ,fenisllifOr varylngthe pressure. inithe mimica.- isere@ @We View. ofthe 0am .hfft te@ heknue lsefthf-Yalve stems:

1 Specieation of Letters Patent. application med october 4, 191s. y serial m. semola,

' inders ofthe locomotlve';`

y Iisfe crees i.section throughltheyalve controlllng the supplylof steam to they `cylcontrol mechanism5and .l y Fig. is an axialsection through the rota 'sw1tch controlling the rotation 4of the 4:no or armature.

, Before proceeding toe moredetailed descriptlon of our invention it must be clearly understood that although' the rdescription and drawin relate to th`e ,epplicationof the controlllng mechanism to a` steam looomotive, the same cany be as eliciently a plied 'to a locomotive operable by aniDterna -lcom` vbustionengne or an electric motor'. fInf the case of en" internelecombustion locomotive the valve` for cutting olif thefsuppl .of fuel to thecylinders will beloc'ated 1n t e ineniffold ffrolnthe fcarbureter toV4 lthe cylinders' and inlfthe 'caee of an electrically-operate y' locomotive, 'the' meansy for ,cuttingfo the *electricityL `to the motor will be `loc'tite'd be: tween thecontrollerandthe motel-.Q i l y `I {eferring tothe drawin V IOand 111e resent the semaphore. signals, operablein t '4e customary way, the corres ondi mdbf which are connected to switches 2l and" 13 res actively Located within the blocleon# tro led by the semaphore sl'nel 'is a oentact 14: and a rail 15 inSulated the rail with -a contact of the'traixi after the step of the train.

switch "12,' The coperatin'g contact 17'` of the switch le connected by a1..wire. 17 to a 18 of. the swltch 12, the other coperatng.

contact 1 9 of the said switch being con# nected yb a wire 19 to a contact'l" ofthe l,switch 1 The contacts 20".'and 2'0". forln co Y rom` the 'contact '14 and extending parallel to the track for a llength sucient toretain theengagem'ent of vThe contadtjls connected by a wire 16 to centact 16 .of the contact 17" of the' switch 18." The ral .15512 is' connected b. a'wi're 18 to another contact [o erating' contacts with 17 andf19" rebpe ,,1ve1y,'thecontacts20'and 207 being "lunded 4by a wireO.' It will be noted that w enthe signifi 1.1 is @parecen-ammettbetween the wires` 1.8 end 19- and 16`and 17 is simul-l loo taneusl disturbed "or Whenthe i egnel. 1 closes the 'of Vwey ,the ewtoh 12 is If'the re'lg'ncl 10 also' bare the eeefwtenement-,14

the support 55 control' the vlength of time the motor i`s to be revolved in either direction.

As 4shown in Fig. 1, beam 38 is in normal or ready-to-.make a sto position. As a locomot1ve passes vover with the'signals barring the right of way, the solenoid 24 is energized and. the beam 38 is drawn down, which brings the knives 39 into the blades 40; After the solenoid 24 has o erated the` current passes through the brus 'es 51 and 53 into metallic ring segments 47 and 47 and through brushes 49 and 49 to the metallic rin segments 54 andy 54', through wires 57 lan 57 to thel contacts 58 and 58' of the switch 40. In the switch-thecurrent branches out from the contact 58, throu vh wires 60 to the field and armature of t e motor g and from the "contact .58 the current branches out through Wires 60 to the opposite .field and armature terminals of the motor. -This current will actuate the motor 45 and revolve the `switch 27 which is connected therewith.- It may-be here remarked that the switch is not connected,

directly to the shaft of the `motbr 45, but a transmission is provided'between the motor and the switch to reduce the speed and cause a predetermined angular displacement of the switch for a predetermined number of revolutions of the motor..A After the switch 27 has revolved the brushes 49and 49 drop off\, the segments 54 and 54 thereby breaking the circuity and avoiding a drain of the battery. It should be clearly. .understood that the brushes `26' and 29 and 31` and 33 have no action on the working of the switch 27 other than to make'and break the circuit after the rotary switch 27 revolves, thereby making or breakingthe solenoid 'circuits to avoid a drain on the battery.

Positioned between the throttle valve of the locomotive and lthe steam cylinders thereof is a valve 64 the stem of which carries a bevel gear 65 in mesh with a bevel pinion66 `carried by a shaft 67 geared to the shaft43 ofthe motor.A The shaft 67 is provided with cams '68 for operating valves69 to 72 inclusive. The valves 72 and 72 lestablishes communication between the compressed 'air supply and the' valve casing 74 which is connected to the train line only. Valves 69 and Y71, located Within the valve casing, control the communication thereof with the atmosphere, and whereby the pressure in the train line may be reduced.- Normally all the valves are closed; ybut when.` the motor. is caused to revolve by the closing of the switches 12 and 13 the shaft43 will be revolved and therewith the shaft 67, the cams A, B and C bearran Ved to successivelyl operate the i vliives 69, 0 and 71. They will only oper- 'ate the valves when the shaft `is rotated in `the vdirection of thearrow shown. in Eig.

the valve 71 will be raise 6, for the knuckles of said valve-cannot be displaced when thelcams-A, B and@` move in the direction indicated `by the arrow.

The operation of the valve 69 by the cam A is e uivalent to the service application. A furt er movement ofthe' shaft 6 7 will bring the cam 68 into engagement with the valve 70. It will be noted that thecam D will displace the knuckle `of` the valve 72 without operating it. The o ration of `the valve 70 is equivalent to t e full service-`` application of the brakes.'

' If the shaft67 continues to rotate further, the cams-D and C .come in contact with their respective valves 72 and 71,t but the valve 72 Will-'remain unperated, While and this is lequivalent to the emergency a plication of thebrakes. To prevent the s aft 67 from opening the valve 64 before releasingpthe brakes, the cam D is so set that as soon as the shaft 67 is revolved in the opposite direction. to what isshown in Fig. 6, the cam D will o crate the valve .72. -The valves 69,"

70 an 71 willbe closed'and' not depressed during the reverse rotation of the shaft 67.

This operationv ofthe valve 72 will release the brakes Vbeforesteam is admitted tothe cylinder. The valve' 72 serves to release the brak-es in case the shaft-67 has not been rotated through a complete revolution. The

reverse rotation of the shaft 67 wlloperate the valve.V 72 through the medium of the cam D and release the brakes before steam is fully 'admitted 'into -the cylinders.

To warn Vthe'engineer that thel controlling device has been Voperated lfrom the semaphore signals through contact 14, a red light 5 and a bell 76 in seriesare-shunted with the solenoid'24. "The solenoid? will be operated by the engagement o t` with the contact 14, forthe circuit to the "solenoid ,will be completed through the switches12 and 13, see Fig. 8. `The o eration of the solenoid will close the switc 40,'

thus the circuit to the motor 45 will be closed he shoe 1' and the operation of the motor willV takev place as previously stated. The displace` ment ofthe motor willA break the connection between the brushes 29 and 26 and establish communication between the brushes 33 and`31. To causethe operation of the solenoid 24 the contact 14 should only be of sufcientlength to produce a good contact with the shoe for operating the solenoid,` To release the brakes and operate the valve of thel train to admit the motive fluid to the cyl` inders, the relay or solenoid 35 iso rated through the rail 15. By displacing t e semaphore 10 to the dotted position shown 1n Fig. 8, the contacts 19 and 20 will be bridged andthe circuit to the solenoid 35 switch 27 will bridgevthe brushes 31` and 33. The closing of the 41 through the `will be closed, for .the contact 32 of the are crossed, the motor 45'wll turn in the4 solenoid 35 will reverse the motor, which will operate the valves 72 and 72 which will raise the Vpressure inthe train pipe and release the brakes. This rotation of the motor 5 will also open' the valve 64.k To warn the f engineer that` theY solenoid 35 has been operi ated a buzzer 7 6 in'series with a green light 75 is shunted with the-solenoid. In .placev of operating ,the solenoid 35-from the signals 10 engineer, in which case a switch will be provided in the Icab of the enginefor controlling the circuit through the solenoid 35.. f

The contact-32 of the switch 27 is adapted to engage 'the'brushes`31 and33 as soon as the contact 28 breaksthe connection between the brushes 26 and 29. The length of the contact 32is such as to maintain this engagement between the brushes 3 1 and 33 through the entire displacement of the switch 27 by the motor- 45 after the brushes 26 and 29 have been disconnected by the, contact4 28.' Inversely the contact 28 is adapted to engage the brushes onlyafter` the contact between -the brushes 31`and 33 have been broken up by the contact 32. f This bridging of the brushes 31 andz33 by the'conta'ct 32 during the displacement of the switch 27 by the motor permits the operation of theV solenoid 35 and, therefore, the reversalof the motor before it `had completely 'displaced the switch 27. l I x l When the 'motor has revolved, carrying tion of the 'air and steam has beencompleted, the train will 'be atstop. The rail `15 being in lcontact with the shoe 22, displacement of thevsign'allO at'the position shown in dotted line in Fig. 9 ycauses the current to fiow which 1 has` already been described. t The beam 38 is drawn into the position shown in Fig. '1. The current will then ow from the Coperating'contacts:63T are connected by wire 64 tothe field and armature of the motor 45, and cooperating contacts 63 are connected by Wires 64 to.A the'field and armaf ture ofthe motor 45. Since Vthe'field wires opposite direction and the rotary `switch 27 will revolve through an anglefof 90" ;-conse quently, brushes and 50 Awill drop on the segments 56 and 56. The steam valve will i be opened and the train line will be charged through'the valve 72 and 72. The rotation of the switch 27 will bring the brushes 26 and 2li/into` contact with 2,8, 'while the M brushesfland will drop off'the contact operable by the signals. A

with it the rotary switch 27, andthe opera-V through the, solenoid 35, the circuit forv latter 'switch havin v `the current of therst circuit to therela'y..

62 and 62 on'v opposite sides of the switch 41.

member 32. The system will then be ready for` another operation, since the beam 38 will be in the position as shown in Fig. l, that is, the solenoid 24 is ready to be energized through themedium of thecswitches' 1l) As shown in; Figs. land 2, the motor, switch, solenoids, ,valvev casing and the source ofelectricityare all mounted on a throught the medium of the semaphore 10, the same can be made to be operated by thev platform `76so1that the deviceis self-con- 1b tained. When attached to a locomotive it is preferably placed `to .one side of the smoke box, as shown in Figs. 3 and 4. Abox 77 fits over the platform to protect the device.

Itis self-evidentthat with different arranges0 .ments various transmission means can be provided from the shaft 67to the means controlling lthe supply of motive power Jto the propelling means of the train. Itfwillbe noted that Ythe circuit to the motor and soleg5 the device shown is merely l illustrative and that such changes may be made as are within thc scope of the appendedclaims.

.-We claim: ,K ,l y [1. In a train stop, a. 4vehiclehaving propelling` means, a signal, a contact, a shoe f carried by the vehicle for engaging the contact, an opencircuit,, a switch'controlled by 100 the signal for closing the circuit through the shoe, .a relay in the circuit motive-power supply means for the ypropelling means of the vehicle, an electric motor, a circuit therefor, motion-transmission means from the motor to thel motivepovs'er controlling means, a polechanging switch operable by therelay, and a switch between the polechanging switch andthe motor operable by the movement ofthe motor for controlling the rotation of the motor armature, said means for controlling v 2. In a train stop, a vehicle having propelling means Y a contact rail disposed inthe block controlled by the signal, shoes carried bythe vehicle for engaging independently the contact and contact rai open circuits, switches controlled by the signals for closing the circuitsthrough the contact-orrail, a rela y inthe circuits, motive-power supply contro ling means forthe propelling means of the vehicle, an electric motor, a circuit therefor, 4 motion-transmission means from the motor to the motive-power supply controlling means, a- Pole-changing switch operablesby the relay, and a switch between the polechanging switch and the motor operable by the movement of the motor for control,.- 13()vv a block signal, a contact and 11 5 ling the rotation of the motor armature, said latter ,switch `having means for .controlling said open circuits to the relay.

3. In a train stop, a vehicle having propelling means a block si" l al,a` contact and a contact .rail in the b the sign engaging respectively the contact and contact rail, open circuits, switches controlled by the signal for closing the circuits through the contact or rail, a relay in the. circuit throu h the contact and a relay in the kcircuit t rough the rail, motive-power supply controllin means for the propelling means of the ve icle, an electric motor, circuits therefor, motion-transmission means from the motor to the motive-power supply controlling m'eans, a pole-changin switch operable by the relays, and a switc between the pole-changn switch and the motor and operable by t e movement of the motor for4 controlling the rotation of the motor armature, said latter switch having means for controllin the current .of the circuits throu hl t e relays.

a. n a train stop, a vehicle having pro pelling means, a block signal, aacontact and contactirail in the block controlled by thel signal, shoes carried by the vehicle for engaging respectively the contact and the rail, open clrcults, switches controlled by the signal for closing the circuits through the contact or` rail, a rela in the circuit of the contact and a relay 1n the circuit of the rail,

motive-power supplyV controlling means for the propelling means of the vehlcle, an electric motor, a circuit therefor, motion-transmission means fro'm the motor to the motivepower controlling means, a pole-changing switch o erable by the relays, and a rotar switch iietween the vpole-changing 'switc and the 'motor operable by the movement of the .motor for controlling the rotation ofthe motor armature, said rotary switch having means for controlling the current of the first circuitsto the relays so that the motorcan be reversed before 1t reaches the end of its travel.

5. Ina train stop a vehicle having pro pelling means, a block signal, a contact and contact rail in the block controlled by the? signal, shoes carried by the vehicle for engaging respectively the contact and rail, open circu1t in which the shoes are contained, switches controlled by the signal for closing the circuits through the contact or rail, a relay inthe circuit throu h the contact and a relay in the circuit t rough the rail, motive-power supply controlling means for the propelling means of the vehicle, an

` electric motor, circuits therefor, motiontransmission means from the motor to the g` motive-power controlling means, a polechanging switch operable by. the relays, a rctary switch between the pole-changing ockcontrolled by al, shoes carried'by the vehicle for the signal for closing the circuits through` the contact or rail, a relay in the circuit through the-contact anda relay in the circuit throu h the rail, a second switcln in thel circuits a apted to close the circuit to one of the relays while maintaining the circuit open to the other, and vice versa, motivepower supply controlling Vmeans for the propelling means of the vehicle, a brake system for the vehicle, means for operating the.

same, an electric motor,l a-circuit therefor, motion transmission means from the motor tovthe motivepower supply controlling means and the means for operating the brake systenna pole-changing switch for the motor operable by the relays, said second switch being operable by the motion-trans V mission means, and means between theA 1echanging switch and the motor operabicoby the movement of the second `switch for 'c011-y trolling the rotation of ,the motor armature.

7. In a train'stop, a vehicle having ropelling means and a brake system, a b ock signal, a contact and a contactrail in the block controlled by the signal, shoes ycarried by the vehicle for engaging respectively the contact vand contact ,rail, an open circuit containing one of 'the shoes and asimilar circuit containing the other shoe, a relay in each of the circuits, a rotary switch for breaking one of the circuits while closi the other, and vice versa, switches controlla bythe signal forclosing the circuit through the contact' or rail, motive-power supply controlling means for the propelling means of the vehicle, means fir .operating the brakes, an electric motor, a circuit. therefor, motiontransmission means from the motor to the power-supply controlling means and means for operating the brake, a pole- Chan 'ng switch for the motor operable by the aya, said rotary switch being operated by the motion-transmission means, and lmeans o erable by the rotary switch for control ing 'the rotation of the motor armature.`

8. In atrain stop, a vehiclehaving ropelling means and a brake system, a b ock signal, ajcontactand a contact rail in the block ycontrol-led by the signal, shoes carried by the vehicle for engaging respectively the contact and contact rail, an open circu1t' including one 'of the shoes 'and a similar circuit including the other shoe, a relay m ich each circuit, switches 'controlled ny the sigtran'smission means adapted toy complete` either of the open'circuits while the other is maintained open, and a switch between the pole-changing switch and the motor operable by the rotary switch for controlling the rotation of the motor armature.

9. In a train stop, a vehiclehaving a brake system including'a train line, a valve casin connected to the train line, valves in sai valve casing, a cam shaft for operating said valves successively whereby the train line is controlled, an electric motor for revolving said cam shaft, a circuit for saidl motor, a pole-changing switch in the circuit `or reversingmotor, a rotary switch operable by the motor in the circuit between the pole changing switch and the electric motor for controlling the rotation of the motor armature, ablock signal for the vehicle, a contact and contact rail in the block` controlled by the signal, shoes carried by the vehiclel for engaging respectively the contact and the contact rail, an open circuit to one of the shoes, a similar circuit to the other shoe', a relay in each of the open circuits, said polechanging switch being operable by the relays, a switch controlled by the rotary switch for completing either ofthe open circuits while the other is maintained open, and a switch controlled by the signal for closing 'the circuit through the contact or rail.

10. In atrain stop, a vvehicle having an vair-brake system including a train line, a

valve casing connected to the train line, valves in said casing,` a cam shaft, said valves having means engageable by the cams and so related that some of the valves are operated whenthe shaft is rotated in one direction and the other valve is operated when the shaft is rotated iu the opposite direction, a motor for revolving said shaft, a circuit for said motor, a pole-changing switch in the circuit for reversing the motor, a switch operable by the motor and in the circuit between the pole-changing switch 'and the motor for controlling the rotation of the motor armature, a si al for the vehicle, a contact and contact rail in the block controlled by thefsignal, shoes carried by the ven hicle for n engaglng `respectively the Contact and contafiztrall, an open circuit includin independently each of the shoes, a solenoid foreach of the open circuits, said polechanging switch being operable by the solenoid, a switch controlled by the rotaryN -switch for connecting one of the solenoids to the corresponding open circuit while disconnecting the other from its corresponding circuit, and a switch controlled by the signal for closing the circuit through the contact or rail whereby the corresponding-open circuits are completed.

11, A train-stop mechanism comprising-- a valve casing, valves in the casing, a cam` shaft for operating said valves, means aseration thereof when said shaft revolves in a predetermined direction, an electric motor for revolving said shaft, a circuit there,u for, a pole-changing switch in the circuit for reversingthe motor, a rotary switch' operable by the motor in the circuit between the pole-changingA switch and the electric motor foricontrolling the rotation of the motor armature, a-sole'noid for operating the pole-changing switch, anopen circuit therefor, and a switch controlled by the rotary switch for bringingl the solenoid into the open circuit. f

12. In a train stop, the ycombination of a sociated with sa'id valves for causing the opv vehicle-having `an air-brake system includg ing a train llne, a valve casing connected to the train line, valves in the casing, a cam shaft for operating said valves, means as! sociated with the valves causing the same to be v.operated when the Ashaft is rotated in a predetermined direction, whereby ,the airpressure in the train line may be lowered i or raised, an electric motor for revolving said shaft, electrically-operated ymeans asz'sociated with the motor for controlling the rotation and the direction of rotation of the motor, a block signal `for the vehicle, an open circuit for the electrically-actuated means, and a switch for completing the open circuit operable by the block signal..

l l?. A train-stop mechanism comprising,-an electric motor, an insulated member revoluble by said motor, pairs of diametrically opposite -arcuated metallic segments carried by said insulated member so that the same 'are disposed yangularly to each other, stationary pairs ofcontacts for engaging the pairs of se ments, currentl r sulated member by the motorj'causes one Y pair of brushes tofdisengage the coperating'pair of segments, while thepother pair of brushes engages the other pair of coperating segments, electric conduits fromthc pairsof segments to the field and armature of the motor. aiuole-changing switch for ,the rel lay, a switch controllingthe circuit to thev relay, electro-motive means for cutting o the motive powerfof the train and operating said relay switch, and means controlling the electro-motive means operable by l5. In a train stop,` an electric motor, electrically operable means for reversing the direction of rotation of the motor, a block sig- Goplel of this patent may be obtained for ve centseach, by addressing the "commissione i .f Washington, D. C.

nal, open circuits :Ior the electrically operi able means, and switches for closing the circuit operable `by the block signal;

16. In `a train stop, a `brake system including a train line, a valve casing` connected to the train line, valves in said valve casing, a cam shaft for operating said valve successively, an electric member for revolving said cam shaft, electrically -operable `means for reversing the direction of rotation of the member, a block si al, open circuits for the electrically-opera le means,

and switches for closing able by the block signals. y

In testimony whereof we have Signed our names to this specification in the presence of two subscribing witnesses. I

JOSEPH GRIFFIN. FRANCIS M. MCHUGH. Witnesses:

B. JOFFE, PHILIP D. RoLLHAUs.

the circuits operr f ramt, 

